EP1722037B1 - Traffic guidance device - Google Patents

Abstract

The device for guiding traffic is put on the edge of roads for lorries. It comprises a front part facing the road fixed to the edge of the road. It has several supports (23d) on the side of the front part (13) facing away from the road connected to front part and resting on the ground (8). It has at least one tension rod (53) running essentially horizontally through the supports. The supports are attached to at least one of the rods. Tension rods have an external thread (54), typically a coarse thread and are connected to one another using connecting nuts (56).

Description

The invention relates to a traffic guidance device for attachment to the edge of a roadway for motor vehicles.

Traffic guidance devices are known in various forms. They are particularly important on bridges because they are intended to prevent a vehicle coming off the road from falling off the bridge. Especially on bridges traffic guidance devices are therefore used in the form of concrete barriers, which generally prevent the vehicle from the bridge crashes, but often lead to considerable damage to the vehicle and passengers due to their hardness

From the AT 243 845 is a road boundary for curve sections known in which support columns of a road boundary in curves are connected by tension or compression elements together. In particular wire cables are provided as tension elements, which run over the length of a curve and which are braced with the columns. This burdens the anchoring of the columns in the ground.

DE 100 62 648 A1 discloses a traffic guidance device according to the preamble of claim 1.

The invention has for its object to provide a traffic control device that overcomes the disadvantages of the prior art.

The object is solved by the features of claim 1. The essence of the invention is to use in a traffic guidance device with separate vertical supports as tension rods with a continuous outer thread formed horizontal tension anchor for tension-free longitudinal reinforcement, wherein adjacent train anchor by connecting nuts together are connected so that over long distances interconnected transverse reinforcements in the traffic-Leitinrichtung acquire.

Further advantageous embodiments of the invention will become apparent from the dependent claims.

Fig. 1

eine Verkehrs-Leit-Einrichtung,

Fig. 2

einen Querschnitt der Verkehrs-Leit-Einrichtung gemäß Fig. 1,

Fig. 3

eine Ausschnittvergrößerung eines Befestigungs-Ankers der Verkehrs-Leit-Einrichtung gemäß Fig. 1,

Fig. 4

eine Ausschnittvergrößerung der Boden-Platte der Verkehrs- Leit-Einrichtung gemäß Fig. 1,

Fig. 5

ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung,

Fig. 6

ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung,

Fig. 7

ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung,

Fig. 8

eine Verkehrs-Leit-Einrichtung gemäß einem erfindungsge- mäßen Ausführungsbeispiel,

Fig. 9

eine Verkehrs-Leit-Einrichtung gemäß einem weiteren erfin- dungsgemäßen Ausführungsbeispiel,

Fig. 10

eine Verbindung von Zug-Ankern gemäß dem Ausführungsbeispiel gemäß Fig. 9 und

Fig. 11

eine Verkehrs-Leit-Einrichtung gemäß einem weite- ren Ausführungsbeispiel.

Additional features and details will become apparent from the description of several embodiments with reference to the drawings. Show it

Fig. 1

a traffic guidance facility,

Fig. 2

a cross section of the traffic guidance device according to Fig. 1 .

Fig. 3

a detail enlargement of a mounting anchor the traffic control device according to Fig. 1 .

Fig. 4

a detail enlargement of the bottom plate of the traffic control device according to Fig. 1 .

Fig. 5

another example of a traffic guidance facility,

Fig. 6

another example of a traffic guidance facility,

Fig. 7

another example of a traffic guidance facility,

Fig. 8

a traffic guidance device according to an inventive embodiment,

Fig. 9

a traffic guidance device according to a further embodiment of the invention,

Fig. 10

a connection of train anchors according to the embodiment according to Fig. 9 and

Fig. 11

a traffic guidance device according to a further embodiment.

The Fig. 1 to 7 do not represent embodiments of the invention, but are merely illustrative.

The following is with reference to the Fig. 1 to 4 a traffic guidance device described. A traffic guidance device 1 is mounted on the edge of roadways 49 to prevent vehicles coming off the roadway from passing over the roadway edge 2. This is especially important on bridges, especially on motorway bridges. The device 1 extends along a roadway direction 3 and has the same, except for connection points 42 along the direction 3, in Fig. 2 illustrated cross-section. The device 1 has along a horizontal, perpendicular to the roadway direction 3 extending side direction 4 a the roadway edge 2 facing front portion 5, an adjoining middle section 6 and an adjoining rear section 7.

The front portion 5 has a horizontally extending, along the roadway direction 3 extending, supported on the bottom 8 bottom plate 9. The bottom 8 is the example according to Fig. 1 to 4 either asphalt or concrete. In the example according to Fig. 5 the attachment to normal soil is described. The bottom plate 9 is followed by a substantially vertically extending, over one Part of the total height H _{G of} the device 1 extending front plate 10 at. The front plate 10 has a height H _V. The following applies: H _V / H _G ≥0.5, ≥ 0.6, in particular approximately equal to 0.75. At the front plate 10 is followed by an obliquely upward obliquely upward in the direction 4 inclined plate 11, wherein preferably b ≈45 °.

The inclined plate 11 is followed by a middle section 6 associated, horizontally extending deck plate 12 at. The plates 9, 10, 11 and 12 are integrally formed with each other and consist of a continuous sheet, in particular sheet steel. The four plates are referred to together as the front part 13. In the area of the middle section 6, beneath the cover plate 12, there is provided a block-shaped block 14 of aerated concrete, aerated concrete or another similarly compressible mineral material. The block 14 has approximately the height H _G and a thickness Dp, where D _P / H _G ≥0.15, in particular equal to 0.25. The block 14 is supported with its underside 15 on the floor 8. The block 14 is attached to a rear part 16 formed in one piece of metal. The rear part 16 consists of a cover plate 17 which extends horizontally and rests on the upper side 18 of the block 14. The deck plate 17 is adjoined by a vertically extending rear plate 19 resting against the block 14, to which in turn a horizontally extending base plate 20 supported on the base 8 is connected. The bottom plate 20 projects rearward from the rear plate 19 along the side direction 4. The plates 17, 19 and 20 are integrally formed with each other and are preferably made of a one-piece sheet steel. The block 14 has at its in Fig. 2 right upper edge of a beveled portion 44, ie in this area, the right-angled edge has been removed. The portion 44 extends substantially parallel to the inclined plate 11 spaced therefrom.

The block 14 is fastened to the rear part 16 with mounting anchors 21 described in more detail below. These grip by mounted in the rear plate 19 horizontal holes 22. For stabilization are as part of the rear part 16 in the in Fig. 2 illustrated view as rectangular triangles formed supports 23 welded, which are welded with their longer leg to the rear plate 19 and are welded with their shorter leg to the bottom plate 20. These are arranged at regular intervals along the lane direction 3, for example, every meter. It is also possible not to provide the rear floor panel 20 continuously along the lane direction 3, but to provide only corresponding portions in the vicinity of the pillars 23. It is also possible to use supports that do not taper in a triangular shape towards the top, but have a rectangular cross-section in the side view. Furthermore, it is possible to use finished T-beams or double-T beams as supports. In the bottom plate 20 holes 24 are provided, through which the bottom plate 20 is bolted via fastening anchor 21 to the bottom 8. The bottom plate 20 and the supports 23 are associated with the rear portion 7. The deck plate 17 and the rear plate 19 and the block 14 are associated with the central portion 6. The front part 13 and the rear part 16 are connected to each other through holes 25 which run vertically through the top plate 12, the cover plate 17 and the block 14, via corresponding fastening anchor 21.

The front plate 10, the oblique plate 11, the front 26 of the block 14 and the bottom 8 enclose a deformation space 27, which is empty in the present embodiment, but also with corresponding compressible materials such as plastic foam, glass wool, etc. filled can be. In the front bottom plate 9 numerous keyhole-shaped recesses 28 are arranged side by side, which consist of a circular portion 29 with a diameter D _K and an immediately adjoining elongated portion 30 of the width B _L. B _L is smaller than D _K , where D _K is substantially equal to the outside diameter of the mounting anchor 21 in this area. The recess 28 is thus a tapered oblong hole, the narrower section pointing in the direction of the roadway edge 2. It is possible that the recess 28 has other shapes. It is also possible in principle to use a slot of constant thickness. It is also possible to choose a slot shape in which the width decreases steadily. The bottom plate 9 is fastened through the recesses 28 with fastening anchors 21 on the floor 8.

In Fig. 3 the structure of a mounting anchor 21 is shown in more detail. This is from the DE 10 2005 007 721.8 dated 18.02.2005 known. With regard to the detailed construction, reference is made to this application. The content of this application is hereby incorporated into the present application. The armature 21 has a cylindrical core 31 with a thread 32 extending from the insertion end opposite to the screwing-in direction, which has cutting elements 33 in the front section. In the rear region of the anchor has an outwardly open internal thread 34 and at the bottom for screwing the armature 21 on a polygonal socket 35. At its outer end, the core 31 has an outwardly widening collar 36. For attachment of the armature 21, a borehole 37 is first drilled, this partially filled with a thermosetting compound 38 and then the core 31 is screwed with an impact wrench in the borehole 37 until the collar 36 is aligned with the top of the bottom 8. Subsequently, the to be fastened Object, for example, the bottom plate 9, with the recess 28 placed over the internal thread 34. Subsequently, a screw with a metal external thread 39 is screwed with a washer 40 and a rounded polygonal head 41 through the recess 28 in the internal thread 34 and the object, for example, the bottom plate 9, attached to the bottom 8. An advantage of the armature 21 is that the core 31 with the thread 32 in the bottom 8 is not permanently - unlike a screw - under tension, since the head 41 is ultimately supported on the collar 36. The compound compound 38 results in a particularly good anchorage in the ground, which is particularly advantageous for porous materials such as asphalt or concrete. In principle, instead of the mounting anchor 21 and normal screws, z. As concrete screws used.

The assembly of the traffic guidance device 1 and then its behavior in the event of an impact will first be described below. Only two different parts, namely the front parts 13 and the rear parts 16 are supplied separately from each other on the respective construction site. The front parts 13 can be stacked on each other to save space. The same applies in principle to the rear parts 16. In these, the block 14 is already bolted to the rear plate 19, so pre-assembled. At the appropriate positions, holes 37 are made in the ground 8, d. H. drilled in concrete or asphalt. Subsequently, the bottom plates 9 and 20 are connected via fastening anchor 21 to the bottom 8.

The front parts 13 have at their longitudinal ends longitudinally projecting connecting portions 42 which project longitudinally beyond the longitudinal ends of the rear parts 16. These have numerous holes 43. The connection sections 42 of two adjacent Front parts 13 are brought to coincidence during assembly and bolted together by numerous screw-nut connections. This creates an along the roadway direction 3 endless traffic-guiding device 1. Also, from above fastening anchor 21 are screwed through the deck plates 12 and 17 in the block 14 and all three parts connected to each other.

In a collision, a vehicle coming off the roadway 49 first encounters the front section 5, which is thereby deformed. Here, the front plate 10 approaches the block 14, whereby the deformation space 27 is reduced. The deformation of the front section 5 continuously absorbs impact energy. The edge between the front plate 10 and the slant plate 11 stabilizes the front part 13, whereby more impact energy can be converted to heat in an impact. In addition, in a crash, the bottom plate 9 is displaced along the side direction 4. In this case, the attachment armature 21 expands the recess 28, whereby energy is also absorbed in a controlled manner. The design of the rounded screw head 41 has the advantage that overlying tires are not torn open. In a weaker impact, only the front portion 5 is deformed.

If the impact is higher in energy, the front plate 10 comes to rest on the block 14, which consists of cellular concrete. The impact collapses it, which absorbs more energy. The rear portion 7 is formed substantially rigid, in order to prevent that in a high-energy impact, the traffic-guiding device 1 is broken. The traffic guidance device 1 thus has a predetermined total depth T _G along the lateral direction 4 has a high energy absorption capacity. In a smaller impact, only the front part 13 needs to be replaced. The impact on the impacting vehicle is much lower than with a concrete barrier, since in a collision with the traffic control device 1 shown a much higher proportion of the impact energy is converted by deformation of the traffic control device 1 into heat.

The following is with reference to Fig. 5 another example of a traffic guidance device described. Identical parts are given the same reference numbers as in the first example, to the description of which reference is hereby made. Structurally different but functionally similar parts receive the same reference numerals with a following a. The second example according to Fig. 5 concerns the case where traffic control equipment 1a does not have to be installed on concrete or asphalt but on earth. In this case, attachment via attachment anchor 21 is not possible. For this purpose, alternatively arranged in the block 14, one behind the other, vertical holes 45 are rammed by the rod-shaped armature 46 with radially projecting heads 47 in the bottom 8a. The advantage of the deformability of the front section 5 is also retained in this example. The same applies to the simple installation on the building. Only the energy absorption in the recesses 28 is eliminated.

The following is with reference to Fig. 6 another example of a traffic guidance device described. Identical parts are given the same reference numerals as in the first example, to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a trailing b. The example according to Fig. 6 concerns the case that the traffic guidance facility Example according to Fig. 6 relates to the case that the traffic guidance device 1b is arranged not on the outer edge of a road 49, but between two lanes, so that it can come from both sides of the traffic-guiding device 1b to bounce. The structure is most easily described as being that to the right of the central longitudinal plane 48 in FIG Fig. 2 lying half of the example according to Fig. 2 is taken and mirrored at the level 48, so that a substantially mirror-symmetrical structure is formed. This means that a block 14 is arranged centrally and on the sides of the block 14, a front part 13 and a second front part 13b mirrored on the plane 48 are arranged. The parts 13 and 13b are connected via attachment anchors 21 to the floor 8, ie asphalt or concrete. The connection of the parts 13 and 13 b to each other by fastening anchor 21, which are screwed through the cover plate 12, the immediately underlying cover plate 12 b and the block 14. Due to the symmetrical structure is located on both sides of the block 14, a deformation space 27 and 27b. The example according to Fig. 1 and 2 described positive deformation properties are in the example according to Fig. 6 both at an impact from the in Fig. 6 left as well as from in Fig. 6 right side in front. First, the front portion 5 would be deformed and subsequently the block 14. For example, in an impact from the in Fig. 6 on the right side, the part 13b would take over the support function of the rear part and vice versa.

The following is with reference to Fig. 7 another example of a traffic guidance device described. Identical parts are given the same reference numerals as in the example according to FIG Fig. 1 , Structurally different, but functionally similar parts receive the same reference numerals with a c. The example according to Fig. 7 has substantially the same structure as the example according to Fig. 6 , It is So determined for the arrangement between two lanes. As in the example according to Fig. 5 However, the attachment to the bottom 18 is not via attachment anchor 21, but via anchor 46 with heads 47, which are rammed by the block 14 into the ground. The floor 8c is thus not concrete or asphalt, but soil. Otherwise this applies to the examples according to Fig. 5 and 6 Said.

The following is with reference to Fig. 8 an embodiment of the invention described. Identical parts are given the same reference numerals as in the example according to FIG Fig. 1 , Structurally different, but functionally similar parts receive the same reference numerals with a d followed. The front section 5 is constructed in the same way as in the example according to FIG Fig. 1 That is, it is a bottom plate 9, a front plate 10, a slant plate 11 and a cover plate 12 is provided as a one-piece component. On the deck plate 12 a cross-sectionally L-shaped profile is attached. This has a screwed to the top plate 12 deck plate 17d, from which a rear portion 16d extends vertically downwards. Unlike the example according to Fig. 1 The rear part 16d does not extend to the bottom, but only over the fraction of the total height required to fasten vertical supports 23d thereto with screws 21d. The supports 23d are designed as T-beams. It is also possible to use double-T beams or supports according to the first embodiment. The supports 23d are fixed to respective bottom plates 20d, in particular welded. These floor panels 20d are bolted to the floor 8 via attachment anchors 21d. The supports 23d are arranged such that their transverse section 50 is screwed flat with the rear part 16d via screws 21d. The foot portion 51 protrudes perpendicularly from the transverse portion 50 along the direction 4.

To stabilize the supports 23d relative to each other and in total 51 holes 52 are arranged at the same height in all foot sections, through which a pull-anchor 53, which is also referred to as a tie rod, is guided. Particularly suitable are known in the trade as Dywidag tension rods known anchors. These have on the surface on a continuous coarse thread 54 on which nuts 55 can be turned on. To stabilize a support 23d on the tension anchor 53, two nuts 55 are arranged on the left and right of a bore 52 and tightened relative to the foot portion 51. In this way, the support 23 d can not be displaced in the event of an impact on the pull anchor 53. Adjacent pull anchors 53 are connected to one another via sleeve-like connecting nuts 56 or threaded sleeves cooperating with the thread 54, so that cross-armatures which are connected to one another for a long distance are formed in the traffic guiding device 1d. It can also be several train anchor 53 are arranged one above the other. In this case, a plurality of bores 52 are respectively arranged in each foot section 51. The tension anchor 53 then expediently parallel to each other. By a skew, d. H. not horizontal course, the tension anchor 53, an additional strain can be generated.

If there is an impact by a vehicle on the traffic guidance device 1d, then the forces acting along the roadway direction 3 forces are taken not only by the supports 23d, which are directly affected by the impact, but the forces occurring over the Pull anchor 53 distributed on a large number of supports 23d. Above all, the stability of the traffic guidance device 1d along the roadway direction 3 is substantially increased by the train anchor 53. The pull anchors 53 are inexpensive, generally available on the market reinforcing bars. To avoid corrosion, the train anchor 53 may be at least hot-dip galvanized. An advantage of the use of the train anchor 53 is that a stabilization of the supports 23d against each other is possible without bracing the supports, for example by ropes against each other. The system is thus voltage-free in the normal state.

The following is with reference to the Fig. 9 and 10 a further embodiment of the invention described. The main difference compared to the embodiment according to Fig. 8 is that the actual crash barriers 57, which form the front part 13e, are standard crash barriers. There are two superposed crash barriers 57 are provided. The upper guardrail 57 is screwed by a screw 58 with the interposition of an L-shaped support member 59 with the cross-sectionally U-shaped support 23e. The lower guardrail 57 is also secured by a screw 58 to a substantially cylindrical, hollow damping element 60. On the opposite side this is screwed by two screws 58 to the support 23e.

The supports 23e are traversed by two superimposed train anchors 53. For this purpose, the legs 61 of the cross-sectionally U-shaped supports 23e in each case two holes 52, through which a train anchor 53 is guided in each case. The Zug-Ankern 53 are standard train anchor, as they are, inter alia, under the brand DYWIDAG on the market. The pull anchors 53 have a coarse external thread 54 and on opposite sides flats 62, so that the train anchor 53 can be grasped with tools and above all rotated. The tension anchor 53 is fixedly connected to the supports 23e in the area of the supports 23e by nuts 55 screwed onto them. Each successively arranged train anchor 53 are by a connecting nut 56, also referred to as a sleeve, which surrounds the ends of two adjacent pull anchors 53.

To reduce the clearance between the connecting nut 56 and the train anchors 53, the nut 56 has centrally a radially outwardly extending bore 63. After the nut 56 has been screwed onto the two pull anchors 53, a self-hardening adhesive 67 is injected through the bore 63, which seals the remaining interior 64, in particular the area between the external thread 54 of the pull anchor 53 and the inner Thread of the nut 56, fills as in Fig. 10 is shown. As curable adhesives 67, for example, epoxy resins in question. After curing of the adhesive 67, the nut 56 sits firmly on the train anchors 53 and there is no game between them. This is of great importance for the stability of the traffic guidance device 1e. Even a slight clearance between the train anchors along the direction 3 leads to a comparatively large instability along the lateral direction 4. By attaching the train anchor 53 in the traffic-guiding device 1e whose stability is greatly increased, only low additional costs are required. Apart from the train anchors 53, the traffic guidance device 1e is a standard traffic guidance device.

The following is with reference to Fig. 11 a further embodiment of the invention described. Identical parts are given the same reference numerals as in the first example according to FIG Fig. 1 , Structurally different, but functionally similar parts receive the same reference numerals with a following f. The main difference compared to the embodiment according to Fig. 9 and 10 consists in the attachment of the train anchor 53 to the supports. Otherwise, especially the Arrangement of crash barriers 57 identical. The supports 23f have with this screwed over nuts 65, opposite to the direction 4 projecting, U-shaped mounting bracket 66. Through this, the two superposed train anchor 53 are guided. With the help of the nuts 65, it is possible to press the mounting bracket 66 to the pull-anchor 53, so that the bracket 66 engage in the thread 54 and so also takes place a fixation of the train anchor 53 along the direction 3. The connection of two train anchors 53 with each other is as in Fig. 10 shown. Advantageous to the attachment of the train anchor 53 according to Fig. 11 is that they do not have to be routed through holes 52, which may be more difficult with an existing and assembled traffic guidance equipment. In addition, the supports 23f are not weakened by the bores 52. The attachment of the train anchor 53 according to Fig. 11 thus allows easy retrofitting and stabilization of an existing traffic guidance device.

It is generally pointed out that the special features of the individual examples and exemplary embodiments can also be readily combined with one another. For example, the recesses 28 of the example according to Fig. 1 be provided in all embodiments. The attachment anchors 21 of the example according to Fig. 1 can be used if required. In all embodiments, if desired, a block 14 of porous, compressible material may be used. If the ground is made of earth, so in all cases, the attachment of the respective traffic-guiding device by appropriate Ramm-anchor done. All embodiments can be configured as Mittelleitplanken with appropriate adaptation, as in Fig. 6 is shown. The train anchor 53 can also be used in all embodiments and especially in conventional guard rail systems.

The also referred to as a threaded rod train anchor is generally a standard train anchor, as it is under the brand "Dywidag" on the market. The train anchor has a substantially circular cross-section. The train anchor is solid made of solid material, especially steel. In particular, the pull anchor is not just a sheet steel or steel tube. The tension anchor has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm. On the outside of a coarse external thread is provided, in particular rolled. Preferably, the external thread extends over the entire length of the tension anchor. Flats are provided on opposite sides of the pull anchor to allow the pull anchor to be gripped and rotated with tools. The train anchor has a great inherent rigidity, so that shear forces and not only tensile forces along the longitudinal direction of the train anchor can be transferred. In this respect, the train anchor differs significantly from a steel cable. Moreover, unlike a steel cable, the draw anchor does not have the problem of sagging and the cable must be pretensioned. The tensile anchor has a typical tensile strength of about 500-600 N / mm ² . Preferably, such strength is chosen for the pull anchor to ensure the best combination of tensile and compressive strength and flexibility. Higher strengths of more than 900 N / mm ² could cause the tensile anchor to rupture in the event of sudden impact stress without plastic deformation due to constriction. However, the use of higher strengths is conceivable in individual cases. The breaking value of the tensile anchor to train is between 100 kN and 1200 kN, in particular 150 kN to 630 kN. Relative to the individual diameters the breaking loads are as follows: at 50 mm diameter 1080 kN, at 40 mm diameter 631 kN, at 32 mm diameter 442 kN, at 28 mm diameter 336 kN and at 16 mm diameter 111 kN. These figures are all purely exemplary. It is in principle possible to use also Zug anchor with a different cross section, in particular a rectangular cross section. However, train anchors with a substantially round or oval cross section are particularly preferred. Adjacent train anchors are connected by connecting nuts or sleeves, not shown, with a matching to the external thread internal thread to an endless composite. Regarding the connection of adjacent train anchors is on the DE 10 2006 001 980.6 dated 13.01.2006 , there in particular the Fig. 2 and 3 with the associated description.

Claims (8)

1. Traffic guidance device for the installation at the edge (2) of roads (49) for vehicles, the traffic guidance device comprising:

   a) a front part (13e; 13f) which faces the road (49) and is fastened along the edge (2) of the road (49),

   i. with the front part (13e; 13f) being a guide barrier (57);

   b) several supports (23e; 23f) which are arranged on the side of the front part (13e; 13f) remote from the road (49), which are connected to the front part (13e; 13f), and which are supported on the ground (8), the supports (23e; 23f) being separated from each other; and

   c) at least one tension anchor (53) extending through the supports (23e; 23f) which are separated form each other, wherein

   d) con-rods are provided as tension anchors (53); and

   e) the system comprising the supports (23e; 23f) and the at least one tension anchor (53) is free of tension in a normal condition;
   characterised in that

   f) the con-rods comprise a continuous external thread (54), and

   g) abutting tension anchors (53) are interconnected by connection nuts (56), thus resulting in transverse reinforcements in the traffic guidance device which are interconnected over large distances.
2. Traffic guidance device according to claim 1, characterised in that the supports (23e; 23f) are secured relative to the at least one tension anchor (53).
3. Traffic guidance device according to claim 1 or 2, characterised in that the tension anchors (53) extend substantially horizontally.
4. Traffic guidance device according to one of the preceding claims, characterised in that several tension anchors (53) are arranged one above the other.
5. Traffic guidance device according to one of the preceding claims, characterised in that at least a portion of the tension anchors (53) extends at an angle relative to the horizontal.
6. Traffic guidance device according to one of the preceding claims, characterised in that the supports (23e; 23f) have the shape of a T, double-T or U.
7. Traffic guidance device according to claim 1, characterised in that the supports (23f) comprise outwardly projecting mounting brackets (66) which are connected to the supports (23f) and ensure that the tension anchors (53) are secured to the supports (23f).
8. Traffic guidance device according to claim 4, characterised in that a free space between the outside of the tension anchors (53) and the inside of a connection nut (56) is at least partially filled by a curable adhesive material.

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